Duplex gasifier, feeder, and regulator for internal combustion engines



sept. 12,1933.

F. C. LINDSEY DUPLEX GASIFIER. FEEDER, AND REGULATOR FOR INTERNAL COMBUSTION ENGINES Filed Aug. 16. 1929 5 Sheets-Sheet 1 TTORNEY.

F. c. LlNDsEY 1,926,449

Filed Auf.. 16,' 1929 5 Sheets-Sheet 2 DUPLEX GASIFIEE, FEEDER, AND EEGLATOR FOR INTERNAL couBUsTIoN ENGINES Sept.

Sept. 12, 1933. F. c. LINDSEY' 3,926,449

AND REGULATOR FOR INTERNAL COMBUSTION ENGINES DUPLEX GASIFIER. FEEDER v Filed Aug'. 16. 1929 5 Sheets-Sheet 3 IN VEN TOR,

BY CZ. zfnd'eg ATTORNEY.

Sept. 125; 1933. A F/. 4LINDSEY 1,926,449

DUPLEX GAsrFi-ER, FED'ER, ANDREGULAQATOR FOR INTERNAL cousus-Trou B NGNES Filed Aug. 1e. 1929 ssneats-vsne'nY-xferma@ Sept. l2, 1933. F. c. LINDsEY DUPLEX GASIFIER. FEEDER, AND REGULATOR FOR 'NTERNAL COMBUSTION ENGINES Filed A1192. 16. 1929 5 Sheets-Sheet 5 FI Ch'ndsey,

INVENTOR.

Patented sept. 12, 1933- UNITED STATES PATENT OFFICE DUPLEX GASIFIER, FEEDER, AND REGU- LATOR FOR INTERNAL COMBUSTION ENGINES 13V claims.

This invention relates to internal combustion engines, and especially, to a. duplex gasier, feeder and regulator, for internal combustion engines.

At the outset, confusion may be avoided by explaining that the word"duplex has reference to two ways of applying heat for gasifying heavy fuel-oil, rather than obtaining gases from two kinds of fuel voil or liquid fuel, although this invention contemplates using both heavy oil and gasoline, as explained hereinafter.

One object of the invention is to provide a duplex gasifying device which is in open communication with the exhaust manifold of a gas engine, and which also includes a starter comprising a gas burner and -an electric igniter.

Another object is to'provide a combined lubrication rectier and insulating jacket around the heating chamber in which the gas-generating chamber is enclosed.

Another object is to provide an exceedingly compact, effective, eicient and thoroughly practical unit which includes a duplex 'gasifien carbureter for the gas therefrom, lubricant rectifier, tank for receiving and discharging residue from the oil being gasied, and means to secure this unit to any one of a number of previously known or novel forms of internal combustion engines, for eithersupplementing or superseding the usual gasoline carbureting and feeding system.

Another object is to provide an apparatus, such as dened in the preceding paragraph, with an automatic controller for the circulation of lubri` eating oil, including a thermostat within the oiljacket around the heating chamber, yielding means to retard the action of the thermostat, and external manipulative means toadjust the tension of the yielding means.

Another object is to provide a universal manipulative controller for the combination of devices (mentioned in the preceding paragraphs), for opening and closing an ignition circuit which includes a spark plug for igniting the starting burner of the oil gasier, for opening and closing a compressed air passage that leaves from a tank to the burner, and for operating a shutter or damper of the burner.

Another object is to provide a means of open c'ommunication between the oil rectifier and the gas-feeding passage, whereby the combustible gas from the lubricating oil is mixed with. the combustible gas of the fuel oil and thus adds to the motive power of the engine.

Another object is to provide an attachment or device for spraying gasoline directly into the gasgenerating chamber, with atmospheric air by which it is atomized and with which it mixes, for use in case of emergency, as where the burner or its igniter is disabled.

A further object of vthis invention is to provide a device or apparatus of this character which is especially useful and important as a part of or attachment to a tractor, where heavy loads cause superheating of the exhaust gas or fluid, so the superheated iiuid quickly and effectively transmits its heat to the heavy fuel-oil and thereby vaporizes or gasies such fuel-oil.

A further object is to provide an apparatus of this character which effects a very uniform combustible mixture under various loads and other conditions to which internal combustion engines are subjected.

Another object is -to provide a simple and effective means to retard the opening of the air-choking valve, while permitting such valve to open gradually, thereby providing ya relatively rich combustible mixture when the engine starts, and automatically thinning the mixture as the engine speeds up, thus providing combined economy and efficiency.

YA further object is to provide an improved engine mechanism of this character which minimizes the danger of fire or explosion such as might destroy the engine and damage or destroy persons or things adjacent thereto.

A lfurther object is to minimize orl eliminate the accumulation of carbon within the engine or upon the spark plugs.

Other objects and important features are pointedV out or implied in the following details of description in connection with the accompanying drawings in which: l

Figure l is a diagrammatic View including al left side elevation of an engine body and crank case having my invention applied thereto, every element of the invention being shown exteriorly and in working relation to one another.

Figure 2 is a vertical sectional view of the gasgenerating and fuel-oil rectifying unit, the section being taken approximately through the center of this unit, and the upper end thereof being united with a tubular exhaust fluid passage.

Figure 3 is a left side view of a mixing chamber `or carbureter having its upper' end secured to the same exhaust uid passage or tube mentioned in connection with Figure 2, a part of these members being in vertical section along the line 3-3 of Figure 4.

Figure 4 is a fragmental detail view showing the front side of the air-passage and the air-controlling devices connected thereto.

Figure 5 is a top plan View of the unit which includes the gas generator or gasiiier, the carbureter and the exhaust iiuidpassage or pipe, shown in Figures 2 and 3, parts being broken out of the intermediate part of this unit.

Figure 6is a vertical sectional View along the line 6 6 of Figure 5.

Figure 7 is a longitudinal vertical sectional view of the tubular member or fuel-gas passage which is shown broken at the intermediate part of Figure 5'.

Figure 8 is a top plan view of a fuel-oil spread= er such as shown in central vertical section in Figure 2. in the upper end of the gasifying chamber.

Figure 9 is a detail view, partly in section, showing a thermally controlled valve for automatically regulating the iiow of lubricating oil through the oil-jacket of the gasier, and through the crank-case of the engine, the section being taken along the line 9-9 oi Figure 5.

Figure 10 is a detail View showing a form of duplex valve for simultaneously controlling the flow of air and fuel-oil to the burner `which constitutes vone means of heating the gasifying chamber.

Figure 11 is a. detail view ci the rotary valve member shown in Figure lil.

Figure 12 is a view showing the duplex valve turned at right angles from the position shown in Figure l0.

Figure 13 is a central sectional detail view of a check valve such as used in the lower end of the lubricating oil pipe where it connects to the crank case of the engine.

Figure 14 is a somewhat diagrammatic View showing the oat-cup and certain oi its adjuncts in central vertical section, also showing its flexible connection with the universal controlling unit, and also showing the connection of the universal controlling unit with the device for closing the choke-valve.

Figure-15 is a horizontal sectional detail view, the section being taken alongA the line 15-15 of Figure 2. A i

Figure 16 is a somewhat diagrammatic view, partly in section, showing the controlling device in connection with a gasoline spraying or atomizing attachment including a spraying nozzle on the top of the gasifying chamber for injecting a spray of atmospheric air and gasoline into the gasifying chamber from whence it passes through the heating pipe to the chamber and thence to the engine cylinders, for use where fuel-oil cannot be obtained, or where any part of the fuel-oil starting or operating system may become disabled. Y

Figure 17 is a detail View, in vertical section, of the lower end of the heating chamber, the tubular connection which connects the heating chamber in open communication ywith the exhaust manifold of the engine, and the tank which receives and discharges the residue after vaporizing the volatile part of the oil.

Figure 18 is a rear elevation of the circuit closing device, its support, and the controlling rod, the latter being in cross section.

Fig. 19 is a diagrammatic view showing all the parts showing the functional relation of all the elements, without regard to their actual posif tions relative to one another, some of the parts being repea d or duplicated, at the upper left, and being enlarged to more clearly show the details. as indicated by the words Same, in connection with the dot-dash lines that connect some of the duplicate parts, the broken arrows showing the course of the electric ignting cur rent.

Referring to these drawings in detail, in which similar reference characters correspond to similar parts in the severalviews, and in which the engine body E and crank case C are shown with conventional forms of exhaust manifold EM and intake manifold IM, the invention will now be described in detail as follows:

Referring rst to Figures l, 2 and 5, it will be seen that the invention includes a unitary member comprising three separable and originally separate members 20, 21 and 22. The member 20 constitutes a combined fuel-oil gasiiier, lubricating oil heater and heat-insulating jacket, a starting burner, a 'residue receiving and discharging tank, a tubular passage for connection with the exhaust manifold or outlet of an internal combustion engine, inlet connections for admission of either heavy oil or gasoline into the gasifying chamber, an outlet connection for communication with the tubular member' (Figure '7) which is in open communication with the gasifying chamber and the mixing chamber or carbureter, U@ and a angecl outlet connection for securing it to the tubular exhaust duid member or passage 21.

In more specic detail, the unit 23 includes a gasifying chamber 23, the outer surface of which is formed with an annular series of vertical ribs 24 which receive heat by their intimate contact with hot products of combustion from the engine or from the burner, and conduct the heat to the interior of the gasifying chamber and to the oil within the latter. The upper end or" the gasifyil@ ing chamber has an internal rib or shelf 25 on which is seated a spider-lilre oil spreader 25 which is preferably of sheet metai, has an imperforate middle part, and has radial tongues extending out from the imperforate M5 middle part, as more clearly shown in Figure 8, where it will be seen that spaces are provided oetween the tongues, so fuel-oil can pass therebetween, and flow down the inner suriace of the member 23. The upper end of the chamber 23 129 is formed with an internal screw thread and with an external supporting flange 27. The internal thread is engaged with an external thread of a closing cap 28 (shown in detail in Figine 14). This closing cap is provided with three apertures, two of which are screw-threaded for receiving tubular connections 29 and 30, and the third, shown at 31, is provided with a gasket seat 32. These connections 29 and 30 constitute, respectively. miens, for heavy mei-011, and for stemmed gasoline and air, so that these combustible fluids can be used alternatively, as will be more clearly understood from the description which will follow. It will be understood, however, that theA inlet so is not needed where the invention is designed to use only one kind of fuel, for instance, for-tractorengines, or other engines, operatingV locally in a warm or moderate climate where any one of the` numerous liquid fuels can always be obtained. The aperture 31 constitutes the outlet 140 opening or a part of the fuel gas which includes a tubular member 33 such as shown' separately in Figure '7. The front end of this member 33 has a vertical tubular element 34 winch extends into the gasket-seat a2, is seated screw 36,*and presses the member 34. tightly 15o against the gasket in the seat 32. The set-screw 36 is screwed into and through the top of the hollow cover or housing 37 and which is held in unitary relation with the member 20 by one or more screws 38 whose lower ends are in threaded engagement with lugs 39 which also constitute shelves on which is seated the flange 27 of the gasifying chamber 23.

Referringagain to the tubular member or gas passage 33, it will be seen that it extends longitudinally through the middle of `the heating fluid passage 21, and that the latter is provided with an outlet opening 40 which has a gasket-seat 41 at its upper end. The member 33,has a tubular outlet element 42 which is seated on a gasket on the seat 41, and held therein by means of a set-screw 43 which is screwed through the upper \side of the member 21 and has its lower end in a set-screw-seat 44 of the member 33.

The mixing chamber or carbureter 22 has an inlet-opening 45 into which extends a tubular member 46 which is integral with or secured to the heating pipe 21. Through this member 46, the tubular member 33 is in open communication with the mixing chamber of the unit 22. A clearance or annular space is provided around the nozzle 46 to keep this nozzle for hot gas fuel as hot as possible. A spreading plate or disk 47 is secured in horizontal and spaced relation to the lower end of the tubular member 26, and serves to spread the inflowing gas in all horizontal directions, thus facilitating the mixing of the gas with atmospheric air which isl introduced by means which will presently be described in detail. The lower end of the mixing chamber is provided with a flanged tubular outlet 48, and its ange 49 is' apertured for receiving bolts to secure it to the intake manifold or pipe IM, as shown in Figure 1.

Referring now to Figures 3 and 4, it will be seen that the mixing chamber of the member 22 is indicated at 50 and has secured thereto a primarily separate unit which includes a cap 51, a dual or bifurcated passage or tubular member 52, an air inlet connection 53, a choke-valve 54 having a stem 55, a dash-pot 56, a link or connecting member 57, and a damper or air regulating device 58. The member 53 may be screw-threaded or otherwise united with the lower end of the member 52, and includes a tubular guiding element 59 through which the stem is guided vertically. This member 55 has a slot 60 through which the link 57 extends, and which permits the choke-lvalve to `be closed quickly while the piston 61 of the clashpot descends slowly. The piston 61 is provided with a leak-valve 62 which permits oil in the dashpot to pass slowly through the valve-opening While the piston is descending or rising through the oil in the dash-pot; This valve 62 also retards the choke-valve against opening too quickly, while permitting it to open gradually, so the combustion mixture will not be too thin while/the engine is starting or when opening the throttle quickly while running, but which is suiciently thin when the engine speeds up, and thus provides the maximum of economy and emciency. The tubular air-passage 52 is provided with one or more openings 63 and with one or more damper-s or closure elements 64, the latter being operable to open and close the opening or openings 63, by means of a crank 65 on an axle 66 which forms the pivotal mounting of the closure 64. On this same axle 66 is secured an arm 67which has a curved lower end and is operable tc be swung from the position shown in Figure 14 to the position shown in Figure 3, for pressing the choke-valve 64 down on the valve-seat of the member 53. A link or flexible element 68 connects the arm 65 to an actuating arm 69 which is mounted on the universal actuating rod or shaft 70 which is shown in Figures 1, 14 and 16, and will be later referred to in connection with other features of this invention.

Referring again to Figures 1 and 2, it is seen that the gasifying chamber 23 is enclosed within the heating chamber 71 which has the supporting and securing lugs 39 on its upper end. There may be any appropriate number of these lugs 39, but three are deemed sufficient, and are shown in Figure 5. By means of these lugs abutting against the outer wall of the gasifying chamber, the latter is held spaced from the inner surface of the heating chamber 71, and uniform heating of the gasifying chamber is thereby provided. The products of combustion pass out through the spaces between the lugs 39, thence into the hood or housing 37, thence into the heating tube 21, and thence out through a tubular exhaust extension 21a (Figure 1), to the atmosphere or to a muiiler (not shown). A flange 2lb is shown on the rear end of the member 21, and a companion flange 21c is provided on the front end of the member 21a, these flanges being apertured to receive bolts to secure them to one another; so the members 37, 21 and 21a combine to form an exhaust passage from the heating chamber to the atmosphere.

The heating chamber 71 (Fig..17) is preferably formed in two originally separate sections, viz., an upper section 72 and a lower 73, the latter having an inlet opening 74 in open communion with an exhaust-fluid passage 75 which connects to the exhaust-port or manifold of the engine body E, and includes two originally separate flanged units bolted to one another, as shown in Figure 17. The lower end of the heating chamber is apertured and internally screwthreaded for holding a blow-torch type of gasburner 76 whose upper end is open anddisposed under the gasifying chamber 23, a damper 77 is provided to admit and control air currents through all sides of the burner 76, and the damper is provided with an actuating arm 78, the latter being connected to a link 79 which connects to an arm 80 on the actuating member in communication with a threaded pipe connection 88 in which is secured one end of an oilfuel feed pipe 89 which connects to a fioat-cup 90 thru the medium of the duplex valve 83 and a pipe 91; so the parts 87, 88, 83 and 91 constitute a fuel-oil passage from the float-cup 90 to the burner 76. By turning the controlling rod 70, the duplex valve 83 is caused to simultaneously open the compressed air passage and fueloil passage and establish a flow of compressed air and fuel-oil into the mixing chamber of the burner 76, and in such relation that the air atomizes or sprays the fuel-oil in the sump around the jet-opening 86. A spark-plug 92 is provided through the wall of the member 73 of the heating chamber, and its terminal connects to a vibrating spark-coil 93 which gets its current from the engines battery 96, thru a circuit which is grounded to a combined supporting and bearing member- 94 in which the controlling rod 70 is journalled. The terminal of the spark-coil is connected to a switch member 95, secured on and insulated from the member 94 (see Figure 18) while its other terminal connects to the battery 96 which may be grounded on any conducting part of the engine, as at 97. A switch member 98 is secured on the controlling shaft 70, so as to make and break contact with the member 95 which is preferably a spring or yielding contact. A handle 99 is provided as an extension of the member 98', so the user can operate the device from the left side of the engine, as well as from the rear, at the drivers seat (not shown). In this connection, it should be understood that a handle 100 is secured'on the rear end of the controlling rod 70 and has an extension 101 which constitutes a pointer or index by which the user is guided as to the proper respective positions for the controllingl rod and its adjuncts, according to the mode of operation presently explained.

An index-plate 102 -is secured on the dashboard (Figures 1, 14 and 16), and it also constitutes a bearing'ior the rear end of the rod 70. This plate 102 has three index markings, at right, center and left, and adjacent words or abbreviations to'register with the pointer 101, for showing the respective working conditions of the engine; for instance; the word oi means that the starting heater or burner78 is not in operation, the fuel b eing cut olf therefrom; 0- C." means that oil (heavy oil) is being fed to the burner, and the air-valve 54 is choked; and G. C. means that gasoline is being fed and that the valve 54 is choked.

Referring now to the duplex valve 83, and especially to the details shown in Figures 10, 11 and 12, it is seen that the rotary valve member has a long and narrow radial opening 104 therethrough, constituting a part of the iuel oil passage, so a slight turn of the member 103 will.

openor close this passage, the valve body 105 having similar openings 106 at opposite sides of the part 103. Securing nuts 107 and 108 engage with the pipe sections and with the body 105 for forming the fuel-oil passage through which the fuel-oil can ilow, by gravity, from the oat-cup 90 to the burner or heater 76 when e the valve 83 is open, as in Figure 10. The valve passage may remain open after the fuel-oil passage is closed, so all ot the fuel-oil in the burner-bowl will be atomized and burned. The valve member has'an apertured actuating lug 114 to which the controlling rod 70 is secured by means suchasshowninFigures 1 and 16.

Referring now to Figuresl-and 14, it is seen that the neat-cup 90 is provided with a'fuel-oll inlet pipe 115 that connects with a'i'uel-oil supply tank 1150 (Fig'. 19) and the fuel-oil is fed therethrough to the neat-cup by gravity. The oil-fuelnoule 29 is in open communication with the iloatcupthruthemediumofanoilpassageformedby ing to the outlet 31 by capillary attraction. The

oil ilows in all horizontal directions on the plate 26, thence down the hot Wall of the gasifying chamber 23 and is gasied before it reaches the bottom, except the asphalt and other non-gasifiable substances that are present with the heavy, lowgrade fuel-oil. Such non-gasiflable substances ilow out through a pipe 121, into a. refusetank 122.

The pipe 121 is provided with a valve 123 which is normally open and has an actuating arm 124.

, The refuse-tank 122 has a valved outlet 125 provided with an actuating arm 126. The valve of this outlet is normally closed, so the refuse can be allowed to accumulate in the tank 122 until a convenienttime and 'place are arrived at for discharging the refuser A link 127 is pivoted to the arms 124 and 126, and has pivoted thereto Van actuating member or rod l28-whch extends to a point near the handle (see Figures land 16), and extends through a slot in a plate 129 that is secured on the dashboard or instrument board. Notches 130 are provided in the 'rod 128, to engage with the plate 129 and hold the rod ineither its foremost' position or its rearmost position.l 110 When in its foremost position, the valves of the refuse tank are in such relation that refuse can Aflow into the tank, but not out; and when Ln' its rearmost position, the refuse can flow out, while the valve 123 keeps any of it from being sucked 115 into the chamber 23 by suction of the engine. The

refuse tank is depressed or concaved at 131 (Figures 2 and 17) to t closely around the L of the exhaust-inlet-pipe 75, and by this means, the asphalt is kept wenn and in e liquid state so it will ilow out of the tank 122 when the rod 128 is operated for permitting it to iiow out.

Operation with only one kind of fuel while broadly, the term met-oil", es used herein, may include gasoline, and while gasoline may be used and gasiiled in the same way and by the same means described in the foregoing, this term fuel-oil" is herein used to distinguish from gasoline and to specifically refer to any heavy gasiilable fuel-oil. To operate the engine by fuel-oil exclusively, the procedure is as follows:

Assuming that the engine is cold, and -it is desired to start it: The user lr'st closes the engines b ignition circuit, then moves the handle 100 so as 'to move the pointer 101 to the right, so it registers with 0. 0., thus closing the choke valve 64, closing the switch 95-98 (Figure 18), opening the duplex valve 83, and opening the burner-damper by its arm 78. This operation results in limiting the carbureting air, in supplying atmospheric air to the burner, in supplying fuel-oil tothe burner, y in supplying compressed air to the burner, and. in supplying igniting sparks to Vthe burner, by means previously described. The fuel-oil is directed to the bottom of the burner-bowl by means of a baille over the inlet 87, and the compressed air, entering thru the inlet 86, atomizes the fueloil in the presence of the sparks from the sparkplug 92. so a flame is kindled in the mouth of the the vaporizing chamber and between the ribs 24 thereof, thoroughly heating this chamber, so the fuel-oil therein is vaporized and passes thru the outlet 31, thence into and thru the tubular member 33 and into the mixing chamber or carbureter 22 from which it is fed, thru the intake manifold,

-into the cylinders of the engine. It should be understood, however, that the engine must be cranked for drawing the fuel-oil into'the vaporizing chamber. It may be cranked in about thirty seconds after the burner is lighted, and then the fuel-oil ilows from the float-cup 90, thru the oilpassage which includes the nozzle 29-120, and is quickly vaporized; whereupon, when the user judges that the vaporizer is so hot that gas will be generated by it in consequence of heat from the exhaust which enters thru the opening 74, the pointer i is turned to the off position; whereby the duplex valve is closed, the igniting circuit is broken through the spark plug 92, the burnerdamper is closed, and the choke-valve 64 is permitted vto open. If the user desires topartly close the choke-Valve while the engine is running, he can do so by moving the pointer 101 the necessary distance to the left, as this will operate the chokevalve without opening the duplex valve or the burner-damper, and without closing the switch 95-98.

starting with gaszme, and changing to fuel-ofi In extremely cold weather, when the fuel-oil is very thick and sluggish, this invention may be vcertain of the previously described parts with parts which will now be described as follows: Securing nuts 107 and 108 may be removed,

and in their respective places, securing nuts 107a f and 108er may be attached to the duplex valve body 105,*as shown in Figure 16. Similarly,'the

nut 112 is replaced by a nut 112a. Again referring to Figure 16, it is seen that the nut 112a Yis secured to a pipe -132,'oneI end of which connects to a tubular member 133, while the latter connects to the gasoline inlet connection or L (see Figures 5 and 16); so that the members 30, 133, 132 and the valve body 1 05 constitute an air passage through which atmospheric air can be drawn by suction of the engine. In this connection, it should be understood that the compressed air pipe 85 is disconnected when using gasoline, the securing nut 113 being. removed. The nut 107a connects to a pipe 134, and the latter connects to a nozzle 135V which extends through an opening in the member 133, and has its outlet end curved downward within the L 30. The nut 108a connects a pipe 136 to the valve casing 105, and the pipe 136 also connectsv to a gasoline tank .137. Therefore, the parts 136, 105, 134 and 135 constitute a gasoline passage from the tank 137 into the nozzle or L 30. v

From the foregoing paragraph, in connectionwith Figure 16, it maybe seen that the operation of starting the engine with .gasoline'is as-A follows: l A

The handle 100 is manipulated for turning .the pointer 101 to the right suiiiciently to open the duplex valve, but not .suinciently to close the circuit which includes a spark-plug 92. This results also inA closing or partly closing.` the choke-valve 64. The engine is now cranked, and the ignition circuit of the engine is closed, so

`the link 143.

the suction of the engine draws gasoline from the tank 137 through the gasoline passage and into the nozzle or' L 30. The suction of the engine also draws atmospheric air-through the valve body 105 and pipes 132 and 133, and discharges it into the L 30, in the presence of the gasoline being discharged from the nozzle 135. This mixing of the air'and gasoline begins to carburete the latter within the member 30, vand the carbureting is oontinued'within the gasifying chamber 23. From the chamber 23, the mixture of air and gasoline passes out through the outlet 31, thence through the tubular member 33, thence into the mixing chamber or carbureter where the carbureting is completed, being regulated by the'air-regulating device 58 which includes the choke-valve 54. This carbureted fuel passes out through the outlet 48, and into the engine where4 it is ignited for running the latter. As soon as the engine begins to run, the exhaust thereform heats the gasifying chamber 23, the nozzle 29,

and the tubular member 33, so the mixture is well heated when it enters the carbureter 50, `and so the maximum efficiency is obtained. The engine may continue running with gasoline; or the duplex valve may be closed for cutting oil the gasoline, while the fuel-oil is permitted to pass from the float-cup 90,'whence it passes through the valved passage (including the nozzle .29) into the vaporizing chamber 23 and is vaporized, controlled and utilized in the manner previously described. The means whereby the flow of fuel-oil is stopped and released will-now be described as follows:

Referring to Figure 14, itis seen that the floatcup 90 has its outlet passage provided with a valve-seat 138 adapted to be closed by a floatvalve 139 which has a stem 140 extending thru and guided in an lopening in ,the cover of the float-cup. A lever 141 is pivoted to a supporting bracket 142,.and this lever is connected to one end of a link or wire 143 which includes a retractile spring 144 and has its other end connected to an arm 145 which is mounted on the controlling rod 70 and operable thereby to pull When the pointer 101 is set at the 01T position, the lever- 141 is held up by an adjusting screw 150 which bears on the ball or movable member of the valve 148 for holding the valve closed when the floatcup contains enough oil to hold up the annular buoyant part of the lever 148. 'Ihis annular buoyant part surrounds the oat-valve 139, so these controlling devices operate independently of` one another without interference. When the engine is to be run with oil-fuel exclusively, a thumb-screw 15,1

may be turned for tightening the pivotal connection of the lever 141 andI holding it up, so the spring 144 4will yieldwhen the arm 145 is moved down, and fthe valve 149 will be free from control of the lever 141. On the other hand, in a case of emergency, for instance where the fuelfoil is extremely heavy and the weather is extremelyv cold, so the fuel-oil is too sluggish for best'results, it may be desired to cutoff the flow of the fuel-oil and to use gasoline -exclusively, until the emergency is relieved; and in such case, the thumb-screw 151 can be tightened while the tioned in this paragraph,

, heavier impurities are the heater 72, other parts 'be drawn out leve`r 141' is down, thereby keeping'the valve 138-139 closed while .gasoline is used exclusively during such emergency.

Combined lubricant recter and fuel supplementing nect to opposite sides of the oil-tank 72-152,

and the top of the oil-pipe terminates in a downturned vent-portion 156. A vertical oil-pipe 157 is connected to the oil-pipe 155 and also connected to and extends into an oil-testing tank 158, while the upper end of an oil-pipe 159 is connected t'o the lower end of the testing tank and extends up thereinto. The lower end of the oil- 4pipe 159 is connected to the crank-case C and communicates with the interior thereof (Figure 2) ,while the oil-pipe 154:A also communicates with the crank-case thru the medium ofthe enginebody E, an oil-pipe 160, and a thermostatically controlled oil-regulating valve, the latter shown in detail in Figures 5 and 9. The o il-pipes menthe oil-tank 158, the oilcontrolling valve 161 and the annular. oil-jacket 72--152 combine to constitute a lubrication-oilpassage which has its ends in open communication with the oil-container within the engine. The oil-tank 158 is provided with a faucet 162 through which samples of the lubricating oil can be drawn out for testing purposes. The top of the oil-jacket is in open communication with the fuelgas-pipe 33 thru the medium of a fuel-gas-pipe 163, so the vgas which arises from the hot lubricating oil (in the oil-jacket) passes thru the pipe 163, into the pipe 33, and theremixeswith the fuel-gas from the gasier 23, as a byproduct of` the rectified lubricant, and as a supplemental fuel-gas. Referring to Figures 1 and 2, and especially to the rectifying and sampling tank 158, it is seen that /the pipe v159 extends a considerable distance up into this tank,'as indicated by dotted lines, and the space around this pipe-end serves as a trap for collecting particles of metal and other foreign substances w 'ch gravitate in the comparatively quiescent body of oil around this pipe-end. It should be understood that while parts of the oil are heated by the engine and by are being cooled within the oil-pipes which connect with the crank-case, engine-body and oil-jacket. This difference in temperature causes a circulation of oil thru the oil-pipes and their adiuncts, thereby assisting the'l enginesXoil-pump, not shown. As the lubricating? oil circulates thru the 'rectifying tank 158, the trapped in the manner just previously explained, and such impure oil can through the faucet 162. However, of lubricatin'goil consists not only in extracting the heavy impurities therefrom, but alsoin extracting the light volatile part of the lubricating oil, so 4the greatest lubricating emciency is obtained, and so the combustion gas is supplemented in the manner explained. The lubricating oil gets thicker in proportion to the amount of the lighter oil that is vaporized and passes out; so the 158 and faucet 152 are useful for testing the lubricating oil as to its the rectifying .the spring 171 ,haust outlet of an thickness; and the valve 161 can be adjusted according to the thickness of the oil.

Thermostatic control of lubricant- An arcuate thermostatic member 164 has one end secured to the upper member 7 2 of the heating chamber, and extends around the upper part of the latter, within the oil-jacket, and is surrounded by the lubricating oil which is being heated in the oil-jacket. This thermostatic member is shown in Figures 2 and 5, and in the latter ffigure, it is seen that the oil-controlling valve 161V has a plunger or needle valve member 165 connected thereto thru the medium of a rod 166 and 'a link 167, the latter being' pivotally connected to the thermostatic member and to the rod 166. This rod 166 extends thru a stuffing box 168 which is provided on the wall 152 of the oiljacket, and the rod is provided with a slot 169 into which extends the lateral projection 170 of the needle valve member A165. A spring 171 bears against a shoulder on the rod 165, and tends to hold its valve-point 172 lin the valve-seat of the body or main valve-member 161. It should be understood, however, that when the oil has reached a predetermined temperature, the thermostatic member 164 tends to straighten, and pulls the link 167, thereby pulling the rods 166 1 and 165, so as to open the valve 161-172, thus permitting the oil to circulate thru the oilpassages previously described. For the purpose of supporting the valve-member 161, a bracket 173 is secured on the unit 20, and h'as its outer ends united with the valve-member 161. A lever 174 is pivotally mounted on the bracket 173, and

is'secured to this lever. An aper- ,from the bracket 173 and an adjusting screw 176 extends therethrough and has one end pivotally connected to the lever 174. By means of a nut 177, the adjusting screw 1761 and-lever 174 can be adjusted for tensioning the spring 171, thereby increasing or decreasing the resistance of the lvalveA 161-172 against the action of the thermostatic member 164.

lReferring now to Figure 13, it is seenthat the 1 oil-pipe 159 is provided with a check-valve 178 which prevents the ,lubricating oil from passing upward thru ,the part ofthe oil-pipe .159 which connects tothe tank 158.v l

Although Iy have described this embodiment of1 my invention specifically,- I do not intend to limit my-patent protection to these exact vdetails of construction and arrangement, for the invention is susceptible of numerous changes within' the scopeof the inventive ideas as4 implied and1 claimed, I

what I claimas my invention is: g

1. In-combination, a gas generating chamber having means to introduce gasiable material thereinto, and being closely connected to the exinternal combustion engine for receiving heat therefrom, a' gas burner lfor pre-heating said gas-generating chamber and being external tothe latter,l and an electric circuit tured ear projects including an ignitiondevice for igniting the gas generating chamber, an electric circuit includingv a device for igniting the fuel of the burner, a manipulative member, and means operable by said manipulative member for simultaneously controlling said valve and said device for igniting the fuel.

5. In combination, a gas-generating chamber, means including a valve to introduce gasiable liquid into the gas-generating chamber, and to regulate the ow of said liquid, a heater for heating said gas-generating chamber, means to energize the heater, a mixing chamber in open communication with the gas-generating chamber and adapted to receive gas therefrom and having an airinlet and a choke-valve for the air inlet,

a manipulative member, and means operable by the manipulative member to control the first said valve and the said means to energize. the heater and the said choke-valve.

6. In combination, a gas-generating chamber, means including a valve to introduce gasiable liquid into the gas-generating chamber and to regulate the flow of said liquid, a burner to heat said gas-generating chamber, means including a valve to convey fluid fuel to the burner and to control the flow of said fuel, a manipulative member, and means operable by said manipulative member for operating both of said' valves.

"I. In combination, a gas-generating chamber, means including a valve to conduct gasiable liquid into the gas-generating chamber and to control the fiow of said liquid, a burner to heat said gas-generating chamber, means including a valve to convey fuel to said burner and control the flow of ksaid fuel, an igniting device for said burner, a manipulative member for controlling both of said valves and said igniting device.

8. In combination, a gas-generating chamber, means including a valve to conduct gasiflable liquid into said chamber and to control the flow of said liquid, a burner to heat said gas-generating chamber, means including a valve to conduct fuel to said burner, and control the flow of said fuel, an igniting device to ignite said fuel, air-supplying means to conduct air into said burner, a manipulative member, and means operable by said manipulative member to control both of said valves and said air-supplying means.

9. In combination, a gas-generating chamber, means including a valve to conduct gasiflable liquid into the gas-generating chamber and to control the flow of said liquid, a burner to heat said chamber, means including a duplex valve for conveying fuel and compressed air to said burner and controlling the flow thereof, a manipulative member, and means operable by said manipulative member to control the first said valve and said duplex valves.

10. In combination, a gas-generating chamber, a burner to heat the gas-generating chamber, means including a duplex valve to conduct fuel and compressed air to said burner and control the flow thereof, an igniting device for the burner, a damper for the burner, a manipulative device, and means operable by the manipulative device to control said duplex valve and said igniting device and said damper.

11. In combination, a gas-generating chamber having a gas-outlet, a carbureter having a gas inlet, a passage in open communication with the gas outlet of the gas-generating chamber and carbureter, a passage to conduct gasifiable liquid into said gas-generating chamber, a valve to close the second said passage, an air-choke valve for said carbureter, a burner for heatingsaid gasgenerating chamber, a damper for said burner, a fuel supplying passageincluding a valvefor conducting fuel to said burner, an igniting means for the burner, a manipulative member, and means operable by said manipulative member to control all of said valves and said damper and said igniting means, substantially as shown.

12. In combination, a heating chamber having an inlet and an outlet thru which the exhaust of an engine can pass for heating it, a burner in the lower end of the heating chamber and provided with fuel supplying means and fuel igniting means and operable to pre-heat the heating chamber, a gas-generating chamber within the heating chamber and provided with a means t0 supply it with gasiable material and with an outlet for the gas.

13. In combination, a heating chamber, a gasgenerating chamber therein and provided with lan inlet for gasiable liquid and with an outlet for the gas generated therein, said heating chamber having an oil-jacket therearound and provided with circulation pipes in open communication with a lubricating oil reservoir of an internal combustion engine, and a gas-passage to conduct gas to an internal combustion engine, said heating chamber and oil-jacket having outlets in. open communication with said gas-passage, whereby the gas from the lubricating oil supplements the gas from said gasiflable liquid.

FREDERICK C. LINDSEY. 

